Railroad signaling system



E. A. J'oLY 2,078,001

2 sheets-sheet 1 RAILROAD SIGNALING SYSTEM Filed -April 50, 1954 April 20, 1937.

April 20, 1937. E. A. JOLY RAILROAD SIGNALING SYSTEM Filed April 5o, 1934 2 sheets-sheet 2 xm mtu@ G ES @Sah Patented Apr. 20, 193? TIES UNirso ATENT OFFICE 2,078,001 RAILROAD sreNALiNG SYSTEM Socit Anonyme Application April 30, 1934, Serial No. 723,244 In France May 8, v1933 3 Claims.

The present invention relates to railway signaling systems and comprises novel means for the repetition on a train, of the indication given by the track signals or semaphores at the time of their passing. These signals can give four distinct indications (for example, line clear, first andsecond warnings and danger (line closed), or any other indications according to the operating requirements). The system can evidently be easilyadapted to a smaller number of indications, for example by the omission of the second warning; moreover, a modification enables, if necessary, -a -ith indication distinct from the preceding, to be given (for example, .to permit a distinc- .f tion to be made between a block signal at danger and a shunting signal at danger). The signals are repeated in an audibleor a visible manner on the locomotive or drivers cab and they may be re- "corcled on a tape or band at the time of their receipt.

The signaling system comprises essentially:-

(l) A local device or track apparatus, the parts of which are actuated either from the signal cabin or by the signal or semaphore in accordance with the indications to be repeated.

(2) A travelling device or responsive apparatus on the .locomotive or drivers vehicle, including electromagnetic relays designed to repeat or record the indications of the signals.

The electrical connection between the stationary local device and the travelling deviceon the locomotive or drivers cab is ensured at the moment of the passage of a train, on one hand, by the contact of metallic brushes or shoes carri-ed by the train-vehicle with a metal contact bar, hereafter termed ramp, fixed between the running rails and preferably in the centre line of the track, from which rails it is electrically insulated, and on the other hand, by the running rails and the frame of the vehicle.

The present invention is characterized by the fact that it brings into circuit, either in one direction or in the other, a source of direct currentof suitable voltage (E), to which can be added, in series, a source of alternating current of effective voltage half as great (viz. E/2), so as to produce different voltage-combinations in suitable number, allowing for example the use of any of the four following combinations:-

Direct voltage in one direction, with alternating voltage;

Direct voltage in the other direction, with alternating voltage;

Direct voltage in the iirst direction, alone;

' 'Directvoltage inthe other direction, alone.

Moreover, the modication mentioned above, for giving a fth indication, utilizes the following fth combination:-

Alternating voltage alone.

The travelling device or responsive apparatus on the locomotive or drivers vehicle, is arranged so as to discriminate and to respond to the voltage-combination which has been selected among those enumerated above.

On the accompanying drawings, to which I shall refer in the following description:-

Fig. l is a diagram of an embodiment of the invention, utilizing four `voltage-combinations;

Fig. 2 shows a modified embodiment, utilizing five voltage-combinations.

In both figures, the same reference letters represent the same parts.

In Fig. l, the local device or track apparatus comprisesz- (a) VA storage battery A of total voltage E (12 volts, for example), which can be kept on permanent charge, as shown, by an alternating current supply line 6 (at 11,0 volts, for example) by means of `a step-down transformer Tr, a copper-oxide rectifier To and an adjustable resistance rc;

(b) A step-down transformer T1, the primary winding I of which is .fed from the same supply line, and the secondary 8 of which develops an effective alternating voltage equal to E/2 volts (6 volts, for example);

(c) An insulated contact-*bar or ramp C,fflxed between the rails V at a distance L (at least a few metres) before .the signal to which it relates, in suchk a way that at the moment of the passage of the train, the brushes AV and AR on the locomotive or vehicle come to bear on its surface thus sending current into the travelling device or responsive apparatus;

(d) A connection with the running rails V, either direct, in thercase of a signaling system for locomotive or direct current electric traction, or by meansl of the neutral point of an impedance bond rh, in the particular case here considered of use oi a block signaling system with alternating current track circuits;

(c) A two-way switch R having its arm 9 actuated by a relay Ill from the signal cabin, the arm 9 moving between contacts I I and I2, and serving to bring the source 8 of alternating 'current into circuit, in series with the ,source A oi" direct current;

(f) A two-way switch B having its blades I and I5 also actuated by a relay I5 or mechanically from the signal cabin the blades moving between opposed contacts 2|, 22, 23, 24 and 25,

CII

26, 2T, 28, and serving to insert the source of direct voltage into the circuit in one direction or in the other;

(y) A protecting resistance 1', of 3 ohms for example, limiting the value of the current in case of accidental earthing of the ramp C.

The parts at the local signaling device are arranged in such a way that the arm 9 of switch R1 may be in its up-position against contact I I for the indications l and 2 of the signal (line clear and first warning, for example) and in down-position against contact I2 for the indications 3 and 4 (second warning and danger, for example), and that the switch B has its blades in the right-hand position (closing contacts 25, 2S and 2'I, 28) for the indications I and 3 and in the left-hand position (closing conta'cts 2|, 22 and 23, 24) for the indications 2 and 4. The potential difference between the ramp C and the running rails will therefore take the following values:

(1) Oscillating between +E 2+2 /12 and (2) Oscillating between and 2 2 (3) Constant and equal to i-E (4) Constant and equal to -E according as the signal to be repeated gives the indications I, 2, 3 or 4.

In this same Fig. 1, the travelling device on the locomotive or drivers vehicle is arranged as follows:-

The main circuit starts from the rear brush AR, making contact with the ramp C, passes by the line Il' through the upper armature I8 and lower contact 20 of the upper pair of contacts I9, 20 of a relay R0 then through the primary winding 29 of a transformer T2, and reaches by line 36 the leading-in terminals of two relays Rb and Rc having their windings mounted in parallel and connected by line 3| through the frame of the locomotive or vehicle at M to the running rails V.

The relay Rb is polarized so as to be energized only by a current flowing 'in the positive direction from the brush AR through transformer winding 29 to the frame; the relay Rc is polarized in the opposite or negative direction. The relays Rb and Rc can be merely sensitive relays, of the direct current type, placed in series with copper-oxide rectifying elements To arranged or directed inversely as indicated conventionally so as to allow the current to flow in the direction corresponding to the operation desired.

To the secondary terminals of the transformer T2 is connected a relay R2 which can be energized by the output of said transformer; as repre-` sented, the secondary winding 32 is provided with a central tapping connected by line 33 to one terminal of a relay R2 sensitive to direct current, the other extremity of the relay winding being connected by lines 34 and 35 to the respective ends of the transformer winding 32, so that the relay can be energized by the alternating current emitted, in certain conditions, by the secondary of the transformer T2, this current being rectified by copper-oxide rectifying elements ro arranged inversely in lines 34 and 35.

When the brush AR comes into contact with au ramp C, a current flows through the main circuit Vgizes one or other of the relays Rb and Re.

The circuit in the one direction may be traced from the positive pole of battery A, by lead I6, through the lower right-hand contacts 28, 2'I oi relay B, bridged by the blade I4, thence by arm 9 and contact H of switch R1 through the seco-ndary winding 3 of transformer T1 (if switch R1 is in the raised position shown, but if not .then direct by arm 9 and contact I2) to protecting resistance r, along the line 3G to ramp C,

through brush AR in contact therewith, along the line I'I to arm i8 resting upon the lower (20) of the top pair of contacts or" relay R0, by line 3T, through the primary winding 29 of transformer T2, by line 3G, through the rectier To and connected winding of relay Rb and. by line 3l to ground at M, thence through rails V, impedance rb, along line 38, by the upper right hand contacts 26, 25, bridged by the blade I3 of relay B, by line 39 to the negative terminal of battery A. The corresponding circuit in the other direction, when the switch B occupies the opposite position, may be traced from the positive pole of battery A, which is grounded through the upper left-hand contacts 2|, 22, now bridged by the blade I3 of relay B, along the line 38 to the impedance bond rb and the running rails V, and from ground at M by line 3l through the winding of relay Re and its connected rectifier To, along line 3E] to the primary winding 29 of transformer T2, by line 3i', through the lower ('20) of the top pair of contacts of relay Ro. by switch arm I8 and line II to brush AR and ramp C in contact therewith, along line 36, through protecting resistance 1', by contact I2 or il to arm 9 of switch R1 (direct or through the secondary winding 8 of vtransformer T1 according as switch arm 9 is in lowered or in raised position), and through the lower left-hand contacts 23, 24 (now bridged by blade I4) of relay B, back by line 39 to the negative pole of battery A. Moreover, if the current is pulsating. an induced alternating current which energizes the relay Ra, is impressed through the secondary Winding 32 of the transformer T2.

To the various values of the voltage mentioned above, impressed between the ramp C and the running rails V, correspond respectively the following positions of the main relays Ra, Rb and Re:

Rb energized, Re (lc-energized, R1) (le-energized, RL energized.

R1. energized, Re (le-energized. Rt de-energ1zed. Re energized,

(l) R2 energized, (2) R energized, (3) Rn Cie-energized, (1i) R2 de-energized,

Each of these combinations is repeated or recorded by means of a circuit fed by a battery A1 installed on the locomotive or vehicle, and closed` by the operation of contacts controlled by the armatures of the relays R2, Rb and Re, as indicated in Fig. 1. The relay Ra has an armature 6I! directly connected to the positive pole of the battery A1 and 4working, between contacts 6I, 62, which are respectively connected by lines 63, 64 and 35, 66 to the upper and lower armatures of the other relays Rb and Re. The upper armature 3l of the relay Rb works between contacts 68 and 69, of which the upper one 68 is connected by a lead To to the rst recording relay I; the upper armature 1| of the relay Re works between contacts 12 and 13, of which the upper one 12 is connected by a lead 14 to the second recording relay 2; the lower armature 15 of the relay Rb works between contacts 16 and 11, of which the upper one 18 is connected by a lead 18 to the third recording relay 3; the lower armature 19 of the relay Re works between contacts 8i) and 8l, of which the upper one 8B is connected by a lead 8,2 to the fourth recording relay 4. Normally all the armatures rest uponv their lower contacts, of which only the lcontact 52 has an electrical connection onwards, but upon energization of one or lmore of the three relays, the armatures 60, 61, 1I, 15 and/0r 19 of the corresponding relays are attracted upwards to close a particular circuit determined by the combination. The circuit thus closed energizes the electromagnet a of one of the four recording relays, similar to the relays used for telephone switchboard drops; the.

corresponding armature rises and disengages the movable shutter c brought into action by means of a spring d. The shutter o, once disengaged, closes an auxiliary circuit, which lights the corresponding indicator or tell-tale lamp Z indicating the nature of the indication received, and energizes an electromagnet a; this auxiliary circuit may be traced from the positive pole of battery A1, along the lead 40, to the left hand ends of the several electromagnets a, through the winding of one of these electromagnets (for eX- ample, the uppermost one, as determined by the particular shutter o released by the selected electromagnet a) and the corresponding lamp Z,

v through the contacts 4| closed by the released shutter o, from the latter by the connected lead 42 to the common return conductor 43 of the electromagnets a, and so back to the negative pole of battery A1. The particular electromagnet a energized according to the indication received actuates a recording pen (not shown in the drawings) corresponding to this indication and/or any other visible or audible signals, and, if desired, causes the brakes to be applied automatically upon receipt of the indication line closed, or second warning.

Condensers Fy placed in parallel with the electromagnet windings a and an adjustable resistance p placed in series with the common return conductor 43 from these electromagnets, enable the release of the recording relays to be slightly delayed, so that they come into operation only after conrmation of the position of the three main relays Re, Rb and Re, which work almost instantaneously.

The recording of the signal indications received can besides be obtained by any other device serving the same purpose, for instance by relays with auxiliary holding contacts, as represented in Fig. 2.

The indication recorded when the train runs by a signal remains displayed until the train is about to reach the next signal.

At this moment, the second brush or front brush AV, lcarried by the locomotive or drivers vehicle and placed at a distance a little greater than the length of the ramp C in front of the brush AR mentioned above (the direction of train travel being indicated by the arrow placed between the rails V), makes contact with the ramp C and feeds the non-polarized relay Ro, which responds instantly to the direct current, pulsating or not, issued from the local signal device; the circuit for this relay may be traced from the battery A to the ramp C as given above for the relays Rb and Rc, thence from ramp C by brush AV and line 44 to the winding of relay Rs, and by line 45 to join the line 3l connected to ground at M, and so back to the battery. The armature of this relay then lifts the armature I8 from the contact 2i) against the dummy contact i9 and thereby interrupts the circuits of the main relays Rb and Re, and in the case of Fig. l also lifts the lower armature 46 against the upper contact il of a second pair of contacts 41, 48, whereupon the locomotive battery A1 feeds by line 49, contact 41, armature 46, and line 5G the circuits of electromagnets which restore to their initial position the shutters v previously released by the electromagnets a. In the case of Fig. 2, the relay Re lifts its lower armature 45 from the lower contact 5| of the second pair, and thereby breaks the circuit from the battery A1 by lines 52, 53, feeding the common lead 54 of the holding circuits of the recording relays. The locomotive apparatus is then ready to receive and to record the new signal indication at the passage of the rear brush AR, over the ramp C, as previously described.

Fig. 2 gives the detail of an arrangement slightly different from that of Fig. l, and enables a fth signal-indication to be recorded. This arrangement includes, in addition to the arrangement previously described, an additional switch l for the local apparatus. This switch is actuated by a relay from the signal cabin and able to take up two positions: the first position places in circuit the battery A of the local device by the engagement of the switch arm 55 with the contact 56 (as shown in Fig. 2), the other position with the arm 55 resting on a contact 51 connected by line 58 to the negative pole, puts this battery out of circuit. The fifth signal-indication will be given by setting the switch I in the second position, with the switch R1 in the up position, that is with the arm 9 against the contact Il. Then, to the ramp C is applied the alternating voltage alone, which energizes simultaneously, on the locomotive device, the three relays Ra, Rb and Re; the relay Ra is energized by the two half-waves of the alternating current, Rb by the positive half-waves and Re by the negative half-waves of the alternating current, which causes the circuit of the fth recording relay to close.

It will be noted that in this arrangement the upper armature 61. of the relay Rb works between two contacts 68 and 6% which are both connected by leads 83 and 84 respectively to separate armatures 85 and 3B of the relay Re, the latter having three armatures instead of two as in Fig. l. The upper armature 85 of the relay Re works between contacts 81 and B3 connected respectively by leads 89 and 90 to the fifth and first recording relays 5 and I, While the middle armature 85 works between two contacts 9| and 92, of which the upper one 9i is connected by a lead B3 to the second recording relay 2. The lower armatures 15 and 19 of the relays Rb and Re control contacts 1G and 8G, connected to the third and fourth recording relays 3 and 4, as in the case of Fig. l.

The windings of the relays Ru and Rc are, in this case, shunted by condensers 7 suitably adjusted to avoid vibration of the armatures, by preventing the coils from being completely deenergized during the half-waves not received by them.

It is naturally allowable to arrange the component parts in different ways so as to obtain various arrangements working practically in the same manner as the examples described above with reference to Figs. 1 and 2.

What I claim is:-

1. In a railroad signaling system, comprising track apparatus, vehicle apparatus, electrical connections established between said track apparatus and said vehicle apparatus at the passage of the vehicle, a source of direct current, a source of alternating current of lower maximum voltage than said source of direct current, means for bringing said source of direct current into circuit with said electrical connections in either direction of polarity, and other means for bringing said source of alternating current into circuit with said electrical connections, the combination in said electrical connections of two separate conducting members adapted to make contact successively with an individual conducting member having relative motion to said separate conducting members at said passage, one of said two separate conducting members controlling the setting of said vehicle apparatus in condition for receipt of signaling current, and the other of said two separate conducting members controlling the response of said vehicle apparatus upon receipt of subsequent signaling current.

2. In a railroad signaling system, comprising track apparatus, vehicle apparatus, electrical connections established between said track apparatus and said vehicle apparatus at the passage of the vehicle, a source of direct current, a source of alternating current of lower maximum voltage than said source of direct current, means for bringing said source of direct current into circuit with said electrical connections in either direction of polarity, and other means for bringing said source of alternating current into circuit with said electrical connections, the combination of two separate conducting members on the vehicle, an individual conducting member on the track, all said conducting members being included in said electrical connections, with part of said vehicle apparatus responsive only to the voltage obtained from said source of direct current in either direction of polarity, said part of said vehicle apparatus receiving current by one of said separate conducting members, and other part of said vehicle apparatus responsive selectively to different voltage-combinations obtained from said sources of direct and alternating current,` said other part of said vehicle apparatus receiving current by the other of said separate conducting members.

3. In a railroad signaling system, comprising track apparatus, vehicle apparatus, electrical connections established between said track apparatus and said vehicle apparatus at the passage of the vehicle, a source of direct current, a source of alternating current of lower maximum voltage than said source of direct current, means for bringing said source of direct current into circuit with said electrical connections in either direction of polarity, and other means for bringing said source of alternating current into circuit with said electrical connections, the combination of vehicle apparatus including main relays, responsive respectively to direct current in opposite directions of polarity and to alternating current, and an auxiliary relay responsive to direct current in either direction of polarity, the operation of said auxiliary relay interrupting the circuits of said main relays, and electrical connections including two separate conducting members on the vehicle and individual conducting members on the track, said auxiliary relay receiving current by the successive establishment of connections with said individual conducting members by one of said separate conducting members, and said main relays receiving current by the successive establishment of connections with said individual conducting members by the other of said separate conducting members.

ELISE AUGUSTE JOLY. 

